Gear-shifting mechanism.



A. K. KUSEBAUCH.

GEAR SHIFTING MECHANISM.

APPLICATION FILED NOV. 25. 1914.

Patented Oct. 29, 1918..

3 SHEETS-SHEEI l- WITNESSES: 6 INVENTOR Amon K Auseoucb.

;' ATTORNEY A. K. KUSEBAUGH'.

GEAR SHIFTING MECHANISM.

APPLICATION FILED Nov. 25. 1914.

Patented 05 5.29, 1918,

' INVENTOR Anfon K/fwefiaucfi I H ATQRNEY A. K. KUSEBAUCH.

GEAR SHIFTING MECHANISM.

APPLICATIONIHLED NOV. 25. 1914.

Patented 0015.29, 1918.

3 SHEETS-SHEEI 3- F/q z 62 g E 5 .50 49 52- lTNES SES: I INVENTOR ANTON K. KUSEIBAUGH, F PITTSBURGH, PENNSYLVANIA,

nssreivon TO wnsrrne- HOUSE ELECTRIC AND MANUFACTURING COMPANY, A CORPORATION OF PENN- SYLVANIA.

GEAR-SHIFTING- MECHANISM.

Application filed November 25, 1914.

To all whom it may concern Be it known that I, ANTON K, Knsn- BAUCH, a citizen of the United States, and a resident of Pittsburgh, in the county of rillegheny and State of Pennsylvania, have invented a new and useful Improvement 1n (fear-Shifting Mechanism, of which the following is a specification.

y invention relates to gear-shifting mechanisms and particularly to such mechanisms as are controlled by selective devices and are actuated by the usual clutch pedal to control the shiftable gear wheels of the transmission mechanisms of automobiles or other motor vehicles.

My invention has for one of its objects to provide a mechanism of the character indicated above that is simple in construction and efficient in operation to automatically return the shifted gear wheels to a neutral position before they can be adjusted for a diife-rent speed ratio.

A second object of my invention is to provide an arrangement whereby power that is stored during the forward stroke of the clutch pedal lever is utilized to effect the ad justment of the transmission mechanism for the selected speed ratio during the return stroke of the pedal lever.

In the operation of devices of the same general character as that of my invention, it is highly desirable that a means be provided for positively preventing the shifting of any of the transmission gear wheels for a different speed ratio until the gearwheel that has been previously shifted has been returned to a neutral position. It is desirable also, that the return of the shifted gear wheels to a neutral position and the shifting of a second gear wheel for a new speed ratio should occur on separate strokes of the clutch pedal in order that a time interval of any desired length may elapse between such operations. A time interval is essential in order that the speeds of the gear wheels to be meshed may be made sufficiently nearly equal to avoid clashing of the respective teeth when they are brought into engagement.

According to the present invention, the clutch-pedal lever may perform its normal functions without in any way affecting the transmission mechanism. The T selective mechanism maybe set or adjusted at any time in advance of the actual change in speed ratio. Upon actuation of the clutch-pedal Specification of Letters Patent.

Patented Get. 29, 15918.

Serial no. erases.

lever beyond its clutch-disengaging position, the gear wheel that has been shifted is automatically and positively returned to its neutral position, and power is simultaneously stored in a suitable spring. After any desired interval, the pedal lever is released and the spring effects theadjustment of the transmission mechanism for the selected speed ratio.

In the accompanying drawings, Figure 1 is a view, partially in plan and partially in section, of a portion of an automobile with my invention attached thereto. Fig. 2 is a view, partially in elevation and partially in section, of the transmission mechanism of an automobile and its related parts. Fig. 3 is a plan view of the gear-shifting mechanism. Fig. i is a view, partially in elevation and partially in longitudinal section, of the mech-.

anism of Fig. 3. Figs. 5 and 6 are views,

in transverse section, of the mechanism of Fig. 3. Fig. 7 is a diagrammatic view of circuits and apparatus employed in connection with my invention.

Referring particularly to Figs. 1 and 2, an automobile chassis 4, only a portion of which is shown, is provided with a gas engine 5 having a fly wheel 6. A t 'ansmission mechanism 7, or change-speed gear mechanism, is connected to the engine 5 by a shaft 8 and a conical clutch member 9 that is slidably mounted on the shaft 8 to coact with a correspondingly shaped clutch member 10 formed in the fly wheel 6. The clutch mem her 9 is controlled by the usual clutch-pedal lever 11. A spring 12 normally retains the clutch lever 11- in its rearward position with the clutch member 9 engaging the clutch member 10. The lever 11 has a lost-motion connection to a link 13 which connects it to a rod 1% of a geaoshifting mechanism indicated at 15.

The transmission mechanism 7 forms no partof my prevent invention but is so combined therewith that a description of it is desirable in order to explain the operation of the gear-sl1ifting mechanism. The shaft 8, which is connected to the clutch member 9, extends into the transmission casing 16. A gear wheel 17. having two sets of gear teeth 18 and 19, is mounted upon the to the shaft 8 at different speed ratios by means of two gear Wheels 22 and 23 that are slidably keyed on the shaft' 20, gear wheels 24, 25, 26 and 27 that are fixed upon a counter shaft 28 and an idler-gear wheel 29 that is always in mesh with they gear wheel 24. The gear wheel 27 is always in mesh with the gear wheel 17 to connect the shafts 8 and 28 ranged to provide three speeds in the for 'ward and one in the reverse direction The changes in speed ratio are controlled by the slidable gear Wheels 22 and 23 which are actuated by yoke members 30. The yoke members 30 respectively connect the gear wheels 22 and 23 to the shift rods 31 and 32 of the gear-shifting mechanism. When the gear wheel 22 is in mesh with the gear wheel 25, the mechanism is in its first or low-speed position, and the shaft 8 is connected through the gear teeth 19, gear wheel 27, count-er shaft 28, and gear wheels 25 and 22 to the transmission shaft 20. For 1 latter is driven atengine speed. For driving in the reverse direction, the gear wheel 22 1s shifted mto mesh with the idler gear wheel 29. The tlaIlSl'IllSSlOIl mechanlsm 1s illustrated in its neutral or inoperative po sition in which the shaft 20 is not connected to the counter shaft 28.

Referring now to Figs. 3, 4, 5 and 6, the

gear shifting 'meohanism 15 comprises a housing or casing 34 of substantially rectangular shape. Two shift rods 31 and 32 are slidably mounted in the end walls of the casing. slidably mounted upon the shift rods 31 and 32, are each provided with a down-.

wardly projecting portion 36 to which is connected a rod 37. Each of the rods 37 is connected, at one end, to one of the block members 35 and has a slidable bearing in the projection 36 of the other block member 35. Each of the rods 37 is provided with gear teeth 38 to form a rack which coacts with a pinion 39 that is rotatably mounted upon a centrally disposed shaft 40.

A coil spring 41, which surrounds the shaft 40, is connected, at one end, to the pinion 39 and, at the other end, to the casing 34. The rod 14, which has a lost-motion connection with the pedal lever 11, is secured to one of the block members 35. An actuation of the pedal lever 11 beyond its clutchdisengaging position operates through the rod 14 and the rack-and-pinion mechanism just described to actuate the block mem- The mechanism is ars- Two block members 35, which are' bers '35 in opposite directions simultaneously: 1 Each of the shift rods 31 and 32 is provided with a pair of longitudinal grooves 'tain conditions, permits free relative movement between the rock shaft 46 and the shift rods 31 and 32. Each of the rock shafts 45 has a lever arm 47 integral with it. Normally, the springs 48 retain the rock shaft 45 in the position illustrated, with the recesses 46 in such a position that the shafts 45 are Without the path of movement of the corresponding shift rods 31 and 32.

" Four electromagnets 49, 50, 51 and 52 are respectively mounted upon the side walls of the casing 34. Each electromagnet com- "prises a movable core member 53 that is secured to a stop member 54 which projects from the magnet structure. The core mem-' bers 53 are retained in their illustrated positions by {springs 54. When the windings of the several electromagnets are energized, the stop members 54 project into the paths of movement ofthe arms 47. y

The electrical circuits for controlling the. gear-shifting mechanism are illustrated in Fig. 7. The electrical connections comprise four parallel circuits each of which is controlled by push buttons that are respectively designated according to the speed ratio which they control, by 1, 2, 3, N (neu tral) and R (reverse). The several push buttons are so interlocked that only one button can close its corresponding circuit atone time and this one remains closed until it is released by the actuation of another button. The neutral button, however, is arranged to open as' soon as released, after actuation. The coils in the several electromagnets 49, 50, 51 and 52 are respectively in series with the push buttons for first, second and third speeds and for reverse operation. The neutral button operates siniply'to release any other button that has been previously actuated.

Each of the push buttons projects through a slot or opening in a latch member 57 and is prox ided with an inclined surface 58 for engaging the latch member. Each of the push buttons, except the neutral button, is provided also with a notch 59 to be engaged by the latch member 57 when one of the push buttons has been fully depressed. A spring 60 tends to maintain the latch member in encated by dotted lines.

'gagement with the notch of the push button in operative position. Each of the push buttons is further provided with awedgeshaped projection 61 which coacts with a plurality of bars 62 to prevent more than one switch from occupying an operative position- .at one time. The total length of the bars 62 is such that two projections 61 cannot be in serted simultaneously between a corresponding pair of bars. It will be readily understood that the actuation of one of the push buttons will operate to disengage the latch member 57 and thus release any button that had been previously depressed.

It may be assumed that the transmission gear mechanism is in its neutral position, as illustrated in Fig. 2 and that the gear-shifting mechanism is in its corresponding normal or neutral position. In the normal position of the gear-shifting mechanism, the block members 35 occupy the positions indi- It may be assumed also that the engine has been started and that they engine clutch members 9 and 10 are engaged.

As it is desirable to start the vehicle on first speed, the push button 1 is pressed to close a circuit extending from the battery through the push button 1, coil of electromagnet 49, and limit switch 55 back to the battery. The stop member 54 is accordingly actuated outwardly but is prevented from traversing its entire path of movement because it engages the horizontal portion of the arm 47. 1

' The clutch pedal lever 11, which, at the time of starting the engine, is in such position that the engine clutch members are in engagement, is then pressed forwardly to successively efi'ect the disengagement of the clutch members and actuate the rod 14, with which it has a lost-motion connection. The rod 14 accordingly a'ctuates the block member 35 to which it is directly connected and the other block member 35 to which it is connected by means of-the racks 38 and'pinion- .39 simultaneously in opposite directions toward each other. During this movement, the pins 43 reciprocate in the grooves 42, and the stop member 54 of the electromagnet 49 slides along the horizontal portion of the arm 47.

' When the pedal lever has reached the extremity of its forward movement, the block members 35 and their connected parts are in their respective illustratedpositions (Figs. 3 and 4). The arm 47 has now passed beyond the stop member 54 of the electromagnet 49 and the stop member is actuated outwardly After the elapse of any desired interval, the

65 operator releases the clutch pedal, and the .the pedal lever into the path of movement of the arm '47.

spring 41 operates, through the pinion 39 and the racks 38, to actuate the block members 35 outwardly. The stop member 54 of the electromagnet 49 almost immediately engages the corresponding arm 47 to oscillate the rock shaft 45 and cause it to assume such all x a position that the end of the recessed portion 44 is engaged by it as the block members 35 are moved outwardly. The shift rod 31 is accordingly moved to the right, as shown, mission mechanism is shifted into mesh with the gear wheel 25. When the gear wheels 22 and 25 are fully meshed, the limit switch 55 may be opened by any suitable means to break the circuit established by the push button 1. The further return movement of the pedal lever 11, which is permitted by the :lost-motion connection, operates to effect the engagement of the clutch members 9 and 10, and the vehicle will accordingly be driven at first speed. -The rock shaft 45, which. had been actuated from its normal position, is returned thereto by a' spring 48.

When it is desired to change the speed ratio, as, for example, to second speed, the push button 2 may be pressed at any desired time in advance of the actual change. The coil of the electromagnet 50, which is controlled by it, will not be immediately energized because the limit switch 55 is in its open position. The operator then presses 11 to disengage the engine clutch. The rod 31, which is in its shifted position, is immediately engaged by the pin 43 upon an inward movement of the corresponding block member 35. The further actuation of the pedal lever 11, after the clutch is disengaged, accordingly operates to shift the rod 31 to its neutral position.

As above described, in connection with establishing the first speed, the spring 41 is placed under tension by the forward movement of the clutch pedal. The limit switch 55 closes upon a slight movement of the shift rod 31 to return to its neutral position, and the coil of the electromagnet 50 is energized to project the stop member 54 outwardly into engagement with the corresponding arm 47. At the extremity of the forward movement of the clutch-pedal lever, the various parts again assume their respective illustrated positions.

and the gear wheel 22 of the transsary to bring it to a stop before the driving connections are established.

When it is desired to bring the transmission mechanism to an inoperative or neutral position, the push button N is pressed to release such other button as may have been previously pressed. The clutch pedal is actuated as before to release the engine clutch members, and the corresponding pin a3 restores the shift rod 31 or 32, as the case may be, to its initial position. The return movement of the clutch pedal does not in anyway affect the position of the shift rods or the gear wheels to which they are connected because neither of the electromagnets is energized to produce a change in the position of the several rock shafts 45.

The advantages of my invention are that a positive means is provided for returning the shift rods to their neutral positions whenever the clutch pedal is actuated beyond its. clutch-disengaging position, and

this action occurs regardless of the actuation of either of the push buttons. The shift rods are returned to their neutral positions and are arranged for a difierent speed ratio by separate strokes of the clutch pedal, thereby allowing a sufficient time interval for the gears to be meshed to have substantially equal speeds. Another important advantage consists in meshing the gear wheels by resilient means, thereby insuring that, if meshing does not occur immediately upon their engagement, such action will take place immediately-upon the gear Wheels assuming the correct relative positions.

I claim as my invention: 1. In a gear-shifting mechanism, the combination with a shift rod, and a pedal lever,

of means comprising a pair of members movable simultaneously in opposite directions forpermanently connecting said lever to said rod to return it to a neutral position, and selectively controlled means for connecting said lever to said rod to shift it from its neutral position.

2. In a gear-shifting mechanism, the combination with a shift rod, of means for actuating it in opposite directions, said means comprising a pair of relatively movable members, means carried by said movable members permanently in position to engage said rod, and selectively controlled means carried by said movable members for engaging said rod.

3. In a gear-shifting mechanism, the combination witha shift rod, and a pair of members each of which is movable in one direction for returning said rod to a neutral position and in the opposite direction for shifting said rod from its neutral position, of fixed and movable means on said members for opcratively connectin them to said rod, and means for selective y controlling the position of said movable means.

4. In a gear-shifting mechanism, the combination with a shift rod, of means for actuating said rod in opposite directions from a neutral position, said means comprising a pair of members simultaneously movablelongitudin ally of said rod in opposite directions of means carried by said members for engaging said rod to return it to its neutral position, and selectively controlled means carried by said members for engaging said rod to actuate it from its neutral position.

5. In a gear-shifting mechanism, the combination with a shiftable member, of means for actuating it in opposite directions from a neutral position, said actuating means comprising a pedal lever, a pair of oppositely movable members operatively connected the one to the other and to said lever, fixed means carried by said movable members for engaging said rod, and selectively controlled movable means carried by said movable members for engaging saidrod.

6. In a gear shifting mechanism, the combination with a shiftable element, and means for actuating said member in opposite directions, said means comprising a pair of movable members and fixed and movable means carried by said members for engaging said element, said movable means being normally disengaged therefrom, of means for selectively controlling said movable engaging means.

.7. 111 a gear shifting mechanism, the combination With a shiftable rod, a pair of movable members, and a pair of oscillatable members for engaging said rod, said oscillatable members having projection portions, and selectively controlled means for engaging said projecting portions to effect the connection of said movable members to said rod.

8. In a gear shiftii'ig mechanism, the combination with a shiftable member having engaging portions, and a pair of members simultaneously movable in opposite directions,

of means on said movable members for 00- In testimony whereof, I have hereunto subscribed my name this 14th day of Nov.

ANTON K. KUSEBAUCH.

Witnesses:

H. A. RnINHoLn, B. B. Hines.

Copies of this patent n ay be obtained for five cents each, by addressing the Commissioner of Eatensta Washington, D. 6." i 

